Clark wilcox



(No Model.)

0. WILGOX.

RAILWAY RAIL JOINT. No. 348,484. Patented Aug. 31, 1886.

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RAILWAY-RAIL JOINT.

IJSZICIFICATION forming part of Letters Patent No. 348,484, dated August3], 1886.

Application filed February 25, 1886. Serial No. 193,100. (No model.)

To all'whom it may concern: I

Be it known that I, CLARK VILCOX, of Apponaug, in the county of Kent andState of Rhode Island, have invented certain new and useful Improvementsin Railway-Rails, of which the following is a full, clear, and exactdescription, reference being had to the accompanying drawings,formingapart of this specification. I

My invention relates to the metallic rails ordinarily employed inrailways for the wheels of the car-trucks to track on.

.In the construction of railways it is a great advantage to use no boltsin fixing the abutting'euds of the rails rigidly together, and

also to maintain the rails in approximate alignment, and to have theirupper surfaces on a level with each other.

The object of my invention is to accomplish the above-describedadvantages by means of the new and peculiar construction and arrangementof the several parts, as hereinafter fully described and claimed.

In the accompanying drawings, Figure 1 represents a side elevation of aportion of the railway-track constructed with my improved rails. Fig. 2represents an enlarged longitudinal sectional view of the joint of twoof my rails, both shown in part. Fig. 3 represents same view as Fig. 2of a modified form of myjoint. Fig. 4 represents same view as Figs. 2and 3 of a still further modified form of my joint. Fig. 5 represents anenlarged end view of my so-called lock-rail. Fig. 6 represents anenlarged end view of amodified form of my lock-rail.

In the said drawings like numbers designate like parts throughout.

Referring to the drawings, 7 designates the so-called lock-rail, and Sthe intermediate rails, the latter are shown in parts only in thefigures of said drawings. I11 cross section these rails are like theordinary American or H rail, having the large solid head 9, thesupporting-web 10, and the broad base 11, which extends with a Hat footto each side of the web 10. The abutting ends of the lock-rail 7 are outunder diagonally in a straight plane and transversely of the rail to alittle below the center of web 10. The cut then curves inwardly towardthe body of said rail, then upwardly to about the center of said web,thereby forming the couplingridge 12. Then it curves inwardly anddownwardly slightly, thereby forming the depression 13. Then it runsdiagonally and parallel to the above-described diagonal plane to theunder surface of said rail. The abutting ends of the intermediate rails,S, are cut similar to the lockrail 7, but in an opposite manner. Therails 8 have the coupling-ridges l4 and depressions 15, which partscouple and lock with the conformed depressions 13 and ridges 12,respectively, on said lock-rail. At the ends of the 1ock-rail7 I fix thefishplates 16, integral with the web 10, and one on each side of theweb. The fish-plates 16 are approximately rectangular in shape, andflat. Their outer ends are cut squarely oil and extend to the outer endof the undercut head 9, so that they project entirely over upon the partof the webs 10 of the intermediate rails, forming the joints, and fitsnugly against said webs. The construction of these fish-plates (seeFig. 5) will prevent any lateral play of the end of one rail. relativeto the adjacent one, and will maintain the abutting ends of the rails inalignment, as shown in Fig.- 1, which represents the rails as spikeddown upon the crossties 17, and their cross-joints resting across thecenter of the bed-plates 18, to prevent the ends of said rails frombeing depressed into the ties. The fish-plates 16 afford a very rigidbearing between the heads 9 of the lock-rail 7 and the bases 11 of theintermediate rails, 8, thereby preventing still more the liability ofthe ends of said rails from being depressed one before the other, by

the rolling-stock, and thus keeping the upper surfaces of the rails inapproximately the same plane.

In Fig. 6 I show a modified form of the fishplates 16, in which they aremerely thickened and broadened out at their bases.

In the modification of the cross-joint, Fig. 3, I show the head 9 ofrail 7 projecting at 19 beyond its web, and extending over and lyingupon web 10 of rail 8, and with the abutting ends of the heads of saidrail as straight across, instead of diagonal. The cut of the webs ofboth rails in this form is the same as in the primary form, while thebases are cut straight ofi', like their heads. In this form the heads ofthe rails can withstand very great pressure,

since they are solidly supported, and the fishplates 16 are much longerthan in the primary form, and perform the same office.

The modification of Fig. 4 shows the same form of joint as the primaryform, without the diagonal out, which is here vertical. The fish-platesin this form are constructed the same and form the same rigid supports,but are arranged upon the intermediate rail, as shown.

Between the coupling parts of my rail-j oints I show the scroll-shapedspace 20 as quite an appreciable space when the rails are in an expandedstate, as I show in all the joints. This space 20 allows considerablefreedom in the movement of the rails, when by contraction under lowtemperature they move or creep up in direction of their lengths. Theserails are laid with spaced joints, as ordinary rails.

When my rails are in a contracted state, the spaces 20 are well-nighclosed up, and the other parts of the joints, shown as closed, areopened quite a distance.

It is obvious that a track constructed of my rails will have the railsmaintained in good alignment, with their upper surfaces kept in a levelcondition while the car-wheels are passing over the joints,and therebywill prevent to a great extent theinjurious hammering of the wheels overthe joints.

The rails may be constructed of any suitable material, and there may bevarious modifications made in my peculiar joint without substantiallydeparting from the spirit of the invention, as herein described andclaimed. For instance, theloc'k-rail mayhave one end different from theother and in the form of the end of the intermediate rail, without thefishplates, which would then be on theintermediate rail, and in thiscase all the rails would be exactly alike. I

I am aware of the heretofore construction of rails provided at theirabutting ends with transversely-disposed extensions or tongues,

and the adjacent rail having oppositely-arranged grooves or recesses inconformation to the said first rail end, and the webs of the railsformed with looking side pieces. Therefore I do not broadly claim therail-j oint made in such a manner; but,

Having thus described myjnvention, I claim as new and desire to secureby Letters Patent- 1. A rail-joint formedby the abutting end of one railhaving a transversely-disposed rounded ridge projecting downwardly, andof the adjacent abutting end of the other rail having anupwardly-extending rounded ridge transverse of the rail, said ridgespartially conforming the one to the other, whereby the lack ofconformation may produce aspace between the abutting ends of the rails,substantially as described.

2. In combination, an abutting end of one rail formed with atransversely disposed rounded coupling-ridge extending downwardly, anadjacent abutting end of another rail formed with atransversely-disposed rounded coupling-ridge projecting upwardly, andthe fish-plates integral with the web of one of said rails andprojecting beyond the end thereof and fitting against the sides of theweb of the adjacent rail, substantially as described.

3. The rail-joint consisting of the abutting ends of rails 7 and 8,formed with the coupling-ridges l2 and depressions 13 and thecoupling-ridges 14 and depressions 15, respectively, substantially asdescribed.

4. The combination, with the rail 7 pro vided with the integralfish-plates l6, and having the ends formed with the coupling-ridges 12and depressions 13, of the rails 8, having their abutting ends formedwith the couplingridges 14 and depressions 15, substantially as and forthe purpose described.

CLARK W'ILOOX.

IVitnesses:

M. F. BLIGH, J. A. MILLER, Jr.

